Ophthalmic lens



June 1 1926.

O. L. COFFEY DROP PIT MECHANISM FOR UNWHEELING LOCOMOTIVES 4Sheets-Sheet 1 Filed Jan. 10, 1925 June 1 1926.

O. L. COFFEY DROP PIT MECHANISM FOR UNWHEBLING LOCOMOTIVES 4Sheets-Sheet 2 Filed Jan. 10, 1925 June 1 1926. 1,586,783

0. coFFEY DROP PIT MECHANISM FOR UNWHEELING LOCOMOTIVES Filed Jan. 10,1925 4 Sheets-Sheet s June 1 1926.

O- L. COFFEY DROP PI'I' MECHANISM FOR UNWHEELING LOCOMOTIVES 4Sheets-Sheet 4 Filed Jan. 10 1925 Patented June 1, 1926.

OSCAR L. COI'I'EY, OI HARVEY, ILLINOIS,

ABBIGNOB '10 WRITING CORPORATION, OF

HARVEY, ILLINOIS, A CORPORATION OI ILLINOIS.

DROP-PIT MECHANISM FOR Application filed January This invention relatesto so-called drop pits for removing heavy wheels from vehicles ofvarious kinds, specifically railroad locomotives. One object of theinvention is to provide a pit construction and Wheel carrying mechanismoperating therein adapted to take a pair of wheels from a vehicle, suchas a locomotive, and replace them upon another adjacent track in such aposition and condition that they can be rolled away for work to be doneupon them.

The invention consists in mechanism capable of attaining the foregoingand other objects, which can be comparatively easily and cheaply made,which is satisfactory in use and is not readil -liable to get out oforder, and particular y in such a device in which the vertical travel ofthe lifting mechanism is comparatively short thereby mak ing a veryshallow pit possible :a very essential feature where the equipment isinstalled on low more or less damp ground.

Referring to the drawings in which like numerals designate the sameparts throughout the several views:

Figure 1 is a plan view of mechanismillustrating this invention in itspreferred form.

Figure 2 is a sectional view of a it on the line 22 of Figure 1, thewhee handling mechanism of this invention therein being shown in sideView.

Figure 3 is an end view, taken on the irregular line 3-3 of Figure 1.

Figure 4 is an end view on the line 4-4 of Figure 1.

Figure 5 is a plan view of the track situation, particularly thevicinity of a round house having this invention applied thereto.

Figure 6 IS an elevation on the line 66 of Figure 5.

In the specific embodiment of the invention of Figures 5 and 6, two setsof more or less parallel, se arated railroad tracks 10 and 12 are laidsu ciently far apart so that the locomotive or other vehicle whosewheels are to be handled can traverse one track and the wheels can, whenremoved to the other track, be moved away from the proximity of thevehicle.

Across these tracks in a suitable gap there in provided for the purposeis dug or otherwise formed an elongated pit 14, preferably but notnecessarily 0 on having the bottom surface 16 sufficient y below thelevel of UNWHEELING Locouo'rrvns. to, 1m. sum No. 1,517.

tracks 10 and 12 so that the wheel manipulating ap aratus hereafterdescribed can, when loa ed with vehicle-locomotive wheels 18, as shownat the left hand end of Figure 6 travel along suitable transverse tracks20 on the bottom 16 of the pit 14 from one track, as 10, to the othertrack, as 12. In the particular case here illustrated, the pit 14 iscurved about the center, below Figure 5, at which tracks 10 and 12 meet.If tracks 10 and 12 were really parallel pit 14 would be straight and atri ht angles thereto.

The vehicle whefi transporting mechanism used in pit 14 is carried onfour wheels 22, adapted to traverse track 20. These wheels are arrangedin pairs on the opposite ends of shafts 24 journaled in bearing blocks26 having horizontally extending flanges 28 perforated so that the canreciprocate vertically freely on bo ts 30 extending rigidly upward fromtrolley side frames 32, each bolt being encased by compression s ring 34hearing at its bottom on adjacent ange-28 of the adjacent bearing 26,and hearing at its opposite end on washer 36 under the head of theadjacent bolt 30. Each trolley side frame 32 18 made up of a pluralityof parallel beams, in the articular case here illustrated channels, Figure 3, located on opposite sides of an adjacent rail 20, said beamsbeing connected across and over the adjacent rail by at least two spacedload carr ing members-specifically, castings 38, a apted to either restupon or clear the adjacent rail depending upon the effect of the load onthe adjacent springs 34 as will more fully appear hereafter.

Trolley side frames 32, referred to, one for each rail 20, are rigidlycross connected by any suitable means as, for instance, beams 40.

The described trolley is propellable in either direction along trackrails 20 by any suitable means, in the particular case here illustratedmanually manipulatable levers 42, each rockable on a shaft 24, equippedwith conventionally selectively opposite acting ratchets 44 controlledby sprin 46 and engaging a toothed wheel 48 rigl on adjacent shaft 24.

Rising from each of the four corners of the trolle frame 32-40 and inthe particular case ere illustrated, rigid in castings 38, are four loadcarrying screws 50 each having threaded thereon a. worm wheel 52 runningin oil or the like within a case 54 slidable up and down the screw. Alsoinside each case and mashing with the worm wheel is a worm 56. Groups oftwo worms are on the op osite ends of parallel shafts 58 which are, inthe particular case here illustrated, parallel to and above side frames32. These shafts are driven in unison by any suitable means, in theparticular case here illustrated, through sprocket gears 60 on the shaftends, connected by sprocket chains 62, to independent sprocket pinions64, on the shaft 66, of an electric motor 68 supplied with current fromany outside source. The motor is mounted upon a load carr ing,vertically reciprocal frame 70 rigi ly suspended from cases 54 by bolts72. The result of the construction described is that the power of motor68 is transmitted through shafts 58 to worms 56 to rotate worm wheels 52and thus cause them to move in unison up or down screws 50 and thuscorrespondingly move entire frame 70. The rotation of worm wheels 52 isfacilitated by conventional anti-friction devices 74 interposed betweenthe tops of the worm wheels and the interiors of the tops of the cases54.

Extending across frame 70 are railroad track rail sections 76selectively interfitable in tracks 10 and 12 to bridge pit 14. Theserail sections are physically supported on beams 78 rigidly secured byany suitable means, directly to frame. 70. These beams 78 and end beams80, preferably but not necessarily, carry workman sustaining platforms82 covering the cases 54.

Immediately adjacent to the ends of rails of tracks 10 and 12 on theinteriors of the upright walls of pit 14 are spaced, parallel ositioningbars 84 enterable by horizontaly reciprocal locking bolts 86 one at eachend of each rail section and simultaneously manipulatable throughconventional connecting rods 88, toggles 90 on a common shaft 92 and aban lever 94.

When rail sections 76 are in alignment with track 10, or 12, as the casemay be, these look bolts rest upon and carry the entire frame 70 load tostationary supports 96, across bars 84. There is suflicient clearance 98above su ports 96 so that frame 7 U and rails 7 6 can be raisedsufiiciently above the position of Figure 4 to permit ready releasing ofthe bolts 86 by proper manipulation of lever 94.

In the operation of the device, assume that the parts are in thepositions shown in the drawings with a locomotive having wheels 18 whichare to be removed resting on rail sections 76. The operator first startsmotor 68 in proper direction to slightly raise frame 70 to thereby takethe weight of! bolts 86 and permit their withdrawal from supports 96.During this period, the

springs, not shown, of the locomotive 102 may e conventionally fastenedin position. The motor 68 is now reversed thus causing the worm wheels52 to travel down the screws 50 thus causing frame 70 and wheels 18 totravel downward, until the tops of wheels are at least below engineframe 104 or if desired, but not necessarily, the extreme loweredposition of Figure 6 is reached, motor 68 is stopped and levers 42 arenow manipulated to cause wheels 22 to traverse tracks 20 until railsections 76 are in the vertical planes of rails 12. The operator nowmanipulates motor 68 to raise frame 70 until rail sections 76 are inalignment with rails 12 on which wheels 18 can now be rolled. Inreplacing the wheels, the operations described are reversed.

Owing to the fact that frame 70 and rails 76 constitute the onlypossible bridge across pit 14 at rails 10 and 12, there is when pit 14is wholly open no other structure to be cleared by the frame 70 as itmoves from one track position to the other with the result that thedownward travel is a minimum. In actual practice, this mechanism isoperative on a vertical travel of slightly over two feet; the normaldepth of frame 104 below the axles of wheels 18, while in priorconstructions, a travel of over four feet is necessary. As notedheretofore, this is of great importance where flooding of the pit has tobe considered.

The locomotive or other vehicle wheels to be handled by this mechanismhave well known predetermined weights, obviously very much less than theweight of the part of the locomotive or other vehicle sustained by thosewheels when the vehicle travels on a track. The springs 84, heretoforereferred to, are so proportioned that when any set of vehicle wheels 18,which the device is designed for, are clear of the locomotive or othervehicle which they normally sustain and rest upon the platform rails 76on frame 70, the track engaging cast members 38 will clear the trackrails 20 by, say, an eighth of an inch, and that when a substantialportion of the locomotive or other vehicle weight is carried by thosewheels while resting on rails T6, the trolley 32-46 will be moveddownward until the members 38 rest upon the rails 20with the result thatthe engine load is carried directly through members 38 to the rails 20,and there is no undue strain upon the wheels 22 and shafts 24. Thisconstruction is made necessary by the well-known fact that thelocomotive drivers and other wheels to be handled by the device are innormal position on the locomotive sprin sup orted, and that in order toremove time wlieels, it is necessary to slightly elevate them to releasethese springs, not shown in the drawing. It is therefore during thisspring adjusting operation necessary that the motor 46 cause theelevating mechanism to move the platform 52 upward a slight distancefrom the position of Figure 2, thus during this upward movement causingthe demos to take a substantial portion of the load of the enginenormally carried by the particular wheels 18 to be handled by thismechanism. This upward movement also, as heretofore described, lifts thebolts 86 off from members 96 so that the operator can manipulate lever94 to withdraw the bolts 86 and thereby permit the lowering of frame 70and finally thetransporting of the wheels 18 through the pit.

Guides 106 on uprights 84 are provided for assisting the transportingmechanism in getting rail sections 76 into alignment with rail membersof track 10 or 12 as the case may be.

By using four screws a very safe nonupsettable structure is produced.The use of screws makes the machine much more reliable than hydraulicdevices heretofore generally in use.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent is:

1. In mechanism of the class described, a trolley having wheels, railson which the wheels of said trolle rest, yieldable means supporting thetrol ey upon said wheels whereby the trolley may move downward withrespect to said wheels when a load is placed on the trolley in excess ofthe sustaining capacity of said yieldable means, members on the trolleynormally spaced from said rails adapted to engage the latter when thetrolley is moved downward with respect to said wheels, to relieve thewheels of excess load, screw shafts carried by said members, and a loadcarrying frame mounted on and vertically reciprocable along said shafts.

2. In mechanism of the class described, a wheeled trolley including atrolle frame, rails on which the wheels of said tro ley rest, shafts onwhichsaid wheels are mounted, bearings for said shafts, yieldable meanssustaining the frame upon said bearin s whereby the frame may movedownward y with respect to said bearings, shafts and wheels when a loadis placed on said frame in excess of the sustainin capacit of saidyieldable means and mem 181's on t e frame normally spac from said railsadapted to engage the latter when the frame is moved downward withrespect to said bearings,

shafts and wheels to excess load.

3. In mechanism of the class described, a wheeled trolley including atrolley frame, rails on which the wheels of said tro ley rest, shafts onwhich said wheels are mounted, bearings for said shafts, yieldable meanssustaining the frame upon said bearings whereby the frame may movedownwardly with respect to said bearings, shafts and wheels when a loadis placed on said frame in excess of the sustaining capacity of saidyieldable means, members on the frame normally spaced from said railsadapted to engage the latter when the frame is moved downward withrespect to said bearings, shafts and wheels to relieve such parts ofexcess load, and a vertically movable load carrying mechanism on saidframe.

4. In mechanism of the class described, in combination with a drop pitand permanent track rails terminating adjacent to said pit, a trolleywithin said pit including a rame, yieldable means supporting said framewhereby it may move downward when excess loads are imposed thereon,track rails carried by said frame, means for elevating said frame aboveand lowering the same below a position in which the rails carriedthereby are alined with said permanent track rails, locking boltscarried by said frame, and fixed supports with which said locking boltsare engageable when said frame carried track rails are alined with saidpermanent track rails to prevent downward movement of said frame underexcess loads.

5. In mechanism of the class described, in combination with a track aplurality of trolley wheels traversing sai track, a shaft sustainingeach wheels, bearings for said shafts, a trolle frame having sidemembers on opposite si es of each of the rails of the track and crossmembers over the track members, a plurality of bolts extending from thetrolley frame through perforations in the bearings, a spring for eachbolt tending to hold the cross members on the trolley frame off thetrack rails, and a load moving device on the trolley capable of movinloads of different weights some of WlllCl force the cross members on thetrolley onto the track against the action of said springs and some ofwhich do not.

In witness whereof, I have hereunto subscribed my name.

OSCAR L. COFFEY.

relieve such parts of

